Rotary valve internal combustion engine



Sept. 22, 1931. P. THOMSON ROTAiRY VALVE INTERNAL COMBUSTION ENGINE Filed May 20, 1929 3 Sheets-Sheet l [a 5L, EL 7 E3 INVENTOR D THE E! T1 1 ETEI" Th rid/l ATTORNEYS.

Se t. 22, 1931. P. THOMSON ROTARY VALVE INTERNAL COMBUSTION ENGINE 3 Sheets-Sheet 2 Filed May 20, 1929 INVENTOR PETE? Thmmatm ATTORNEYS.

Sept. 22, 1931. P. THOMSON 1,824,697

ROTARY VALVE INTERNAL COMBUSTION ENGINE Filed May 20, 1929 5 Sweets-Sheet 5 3/ I /L\ 1- I r f- '70 L6! 1 6 5 7 Z} INVENTOR.

1 ETEP Thnma m1 ATTORNEYSv Patented Sept. 22, 1931 UNITED STATES PETER THOMSON, CF WILMINGTON, DELAWARE ROTARY VALVE INTERNAL COMBUSTION ENGINE Application filed May 20,

This invention relates to improvements in rotary valve internal combustion engines.

The primary object of this invention is the provision of an improved rotary valve internal combustion engine, having novel lubricating means associated. therewith, including an arrangement for feeding lubricant in proper quantity to the valve, from whence it is directed to the crank with intermediary apparatus for cooling the same. A further object of this invention is the provision of novel means for driving a distributor from a rotary valve, while permitting the adjustment of the latter to compensate for wear, without affecting the driving connection of the valve with the distributor. A further object of this invention is the provision of an improved lubricating system 7,

for rotary valve internal combustion engines. I

A further object of this invention is the provision of an improved rotary valve for internal combustion engines.

A further object of this invention is the provision of improved means for directing the path of lubricant in an internal combustion engine with respect to a rotary valve.

Other objects and advantages of this invention will be apparent during the course of the following detailed description.-

In the accompanying drawings, forming a part of this specification, and wherein similar reference characters designate corre spending parts throughout the several views,

Figure l is a vertical sectional view taken through an internal combustion engine havingthe improvedrotary valve construction associated therewith. I Figure 2 is an enlarged longitudinal section taken through the rotary valve, showing the details thereof in associated relation with the internal combustion engine details.

Figures 3, 4, 5 and 6 are transverse sectional views taken through the improved rotary valve and its details, substantially on their respective lines in Figure 2' of the drawings.

Figure 7 is a front elevation of a lubricating coolingcoil which receivesthe heated lubricant after it has served its purpose in 1929. Serial No. 364,566.

lubricating the rotary valve, for the purpose i V trating the port arrangement of the cylinders .of the internal combustion engine, in

comparative relation to the intake and exhaust ports.

In the drawings, wherein for the purpose of illustration is shown only a preferri-id' embodiment of the invention,the letter A may generally designate the internal combustion engine, which may comprise a housing B provided with a crank shaft C having pistons Dassociated therewith and operating in the cylinders of the housing, B. An improved rotary valve E is rotatably supported in the engine head of the housing B, for directing the course of the fuel and exhaust gases with respect to the engine and cylinders thereof. Means F is provided for rotatably driving the valve E. A lubricating system G is provided on the engine in conjunction with the various details thereof, and more particularly including novel details for lubricating the valve, and with whichmay be associated cooling means H in the nature of a cooling coil. MeansJ is provided to-adjust the valve E and compensate for wear thereon. The valve E may rotatably operate a distributor K atone end thereof and a fan L at the other end thereof.

The housing or casing B, of course, includes the cylinders 10,"wherein'the pistons D are slidable; the latter being connected by connecting rods 11 with the throws of the crank-shaft C. The crank shaft C, of course, bears at 12 in the crank case, and it may support a flywheel 1e atone end thereof, and at its opposite end it is provided will be subsequently described.

with a sprocket or gear 15 comprising part of the drive means F to be subsequently described.

The engine may include any approved number of cylinders, and the housing B is preferably provided with an integral head whereina tapered valve seat 16 is provided, having a relatively acute taper from the front end of the engine to the rear end thereof. Detachable covers or caps 17 and 18 may be provided at the larger and smaller ends of the taper seat 16, to cooperate with valve details supported by the engine, and extending thru said covers 17 and 18, as

The cylinders 10 are provided with ports to the valve seat 16, which ports are shown in Figure 13 of the drawings. A four-cylinder engine is showmprovided with cylinder ports 20, 21, 22 and 23 which successively increase in size from'th'e smaller end of the valve seat 16 towards the larger end thereof, as is shown in Figure 13 of the drawings. These cylinderports to the valve seat 16 are .of course each in alignment with the respective intake and exhaust ports for the cylinders. The side edges of the ports 20, 21, 22 and 23 are in alignment and parallel with the angle or taperjof the inner surfaces and the-sides of the seat 16, as shown in Figure 13, and said ports are each of substantially the same length, measured axially of the seat 16. As is shown in Figure 11 of the drawings,exhaust'ports,20 21, 22 and 23 are provided for-the cylinders 10, in respective cooperation with the cylinder'ports 20,21, 22 and 23; said exhaust ports opening .in-the seat 16, and while they are respectively somewhat narrower than their respective ports to the cylinders, the same have the side edges thereof in alignment longitudinall'y of theseat 16; each of said exhaust ports being of the same length measured axially of the seat 16. Diametrically opposed from the exhaust ports there are providedintake {ports 20", 21 22 and23 in respectivecooperation with the cylinder 7 ports 20, 21, 22 and23 to the valve seat. These :ports 20", 21 22 and 23 have the sides thereof in alignment; being each preferably of thesame length measured axially of the seat 16. If desired, all of the cylinder ports, intake ports, or'exh'austports, may be arranged so as to provide the same sectional" area where they open into the valve "seat 16.

The engine is of the four-cycle type. The rotary valve E is preferably of'any approved material,,preferablyone which will not 6X Ipandor contract greatly incident to temperature variations; It isprovided with a relatively acute taper, and in this connection 'itis to be noted that-the same is hollow, providing ,a conical passageway 25 therethrou-gh, which'conforms to the'taper of the external surfaces of the rotary Valve body; the walls of the rotary valve being of uniform thickness. The passageway 25 opens at both ends of the valve body. The valve body externally thereof, for each cylinder of the engine is provided with a port 27,.

formed by the walls of the tapered valve being shaped inwardly in projecting relation 7 in the passageway 25, as shown in the drawfrom the crank shaft C preferably includes the sprocket wheel or gear 15 on the crank shaft, as above mentioned, about which is trained an endless silent chain 30, which at its upper end is trained over a sprocket wheel or gear 31 keyed at 31 adjustably upon a shaft 32. The shaft 32 bears at 33 in an opening of the stationary end cover 17 for the rotary valve, andextends axially into the valve passageway 25. At its rear end it is polygonally formed, at 34, preferably in squared relation, which is splined within a squared passageway or opening 35 provided within a spider-like bearing 37, which is detachably connected at 37 withthe valve,

within the passageway 25, although not so disposed therein as to entirely obstruct the flow of lubricant thereby, as can well be understood from Figures 2 and 9 of the drawings. The feature of splining the shaft 32 to the rotary valve E is to permit the latter to be adjusted longitudinally in its seat 16, to compensate for wear, as will bewell understood. It is not intended that the shaft 32 shall have any endwisemovement.

The'shaft 32 at itsforward end is screw threaded at 39, in a left hand manner, to adjustably and detachablyreceive thereon the hub 40 of the'fan L; said hub having a corresponding screw threaded bore therein, the screwthreads 39 being carried to a point where the hub 40 may be adjusted against a suitable washer 41 which bears against the hub of the gear or sprocket 31 above described, in order to lock'the parts in a relation in which they cannot be easily loosened.

The larger end of the rotary valve E terminates short of the larger end portion of the valve seat 16, and in said portion just forwardly of the larger end of the rotary valve there is provided an impeller 45, with a shrunk or driven fit upon the shaft .This impeller 45 includes a plurality of the lubricant exit duct 47 in the top of the engine head, at the forward end thereof, as

shown in Figure 2, for the obvious purpose "z Ill) lit)

V This impeller .45 has a hub portion which ment in a workable relation within the bears against theimovable race 'of an antifriction thrust bearing 51 seated in a socket provided in the end wall 17 of the rotary valve. m

The means J for taking up wear on the valve E and making the latter self-adjusting preferably includes a spiral spring 54, under compression, disposed about the shaft 32 and engaging the hub of the impeller 45 at one end and at the other end engaging the rigid spider portion 37 of the rotary valve, for the purpose of throwing the rotary valve longitudinally against its tapered seat 16, as will be readily apparent from Figure 2 of the drawings. Inasmuch as the abutment of the driving gear 31 and the impeller 15 at opposite sides of the cover 17 for the rotary valve, holds the drive shaft 32 against longitudinal movement, it can readily be understood that the spring 5 1 will act to resiliently urge the tapered rotary valveE. into engagetapered valve seat 16.

A novel connection. is provided at the rearend of they valve for driving the distributor K. The latter is somewhat conventional in nature, including a housing 60, wherein the distributing details are pro vided. A stationary sleeve 61 is connected with the. housing, detachably insertable through a passageway 62 in the end cover 18 of the engine housing; the said sleeve 61 being provided with an annular groove 63, wherein a reduced end of a set screw 64 may be clamped, to adjustably hold the housing in any desired relation for spark adjusting purposes. The distributor K furthermore includes the rotary'shaft 65, having a bifurcated or slotted end extending'axially intothe valve seat 16 in thesmaller end thereof. This end of the distributor shaft 65is provided with alongitudinalslot 67, which faces the reduced end of-the rotary valve. The reduced end of the rotary valve is provided-with a detachable U-shaped connecting member 69, the leg portions of which are received in opposed end slots in the smaller end of therotary valve E, and held therein by transverse pins 70,- shown in Figures 2 and 10 of the drawings. -The bight portion of the U-shaped .connecting member 67slidably extends into. the slot. 67, for rotary drive of the shaft ofthe distributor through the rotary valve E. Itzisto be noted that the U-shaped connection 69 is fixed with respect to the rotary valve E, but may move longitudinally in the slot of the distributor shaft, so that the latter need not be longitudinally, moved to permit of the longitudinal adjustmentiof the rotary .valve E to properly seat the. same in 'compensation for wear,and. for like purposes It is to be noted from Figure 10 that there is a small clearance in the dead end of the slot 67 .to permit such an adjustment of parts. I

Referring to seen from Figure 1, a pump is provided, in'the crank case, for forcing the lubricant thelubricating system G, as

81 therefromupwardly through a conduit 82 to the smaller end of the rotary "valve, from whence the lubricant is deposited inan en.-

trance duct84 in the engine housing, which places the lubricant into the smaller end of the valve seat 16, adjacent the location where the valve E connects with the distributor shaft 65. Inasmuch as the smaller 5 end of the valve E is open the lubricant is forced therealong, thru the passageway 25, and past the spider 37, being centrifugally urged by the tapered passageway 25 towards the larger end of the valve E, from which ally towards the centermost convolution, to

which an exit duct 87 is connected, as an integral part thereof. The exit conduit 87, as shown in Figure 1 of the drawings, ex-

; tends downwardly into the entrance end of a manifold 90,from whence the lubricant is forced through lines 91 to the bearings of the crank shaft and the like.

' :The rotary valve E is preferably pro vided with radial ducts -92 therein, which communicate with annular grooves 93 formed inwardly of the outer circumference of the valve E, in planes between the ports 27 of the valve; the lubricant passing through the passageway of the valve E, due to centrifugal force, being through the ducts 92 into the grooves 93 for lubricating the external surfaces of the valve E, where the same bears upon the seat 16.

lUU

' Novel means is provided to lubricate the bearingsurfaces of the rotary valve E and its seat 16 at the locations of'the'ports 27. Tothis end, a connecting conduit 99 is provided, extendingfrom the conduit 82 of the lubricating conduit system, so that fresh lubricant as it is pumped by the means 80 from the crankcase may enter thereinm Lateral'conduits IOO'eXtend from the-line 99 andare detachably connected by suitable screw threaded couplings 101 to the valve head of the engine housing, as shown in Flgure 2 of the drawmgs. The couplings 101-. are of anature to be entirely detached,

and in the valve head of the'engine there areprovided pockets 104, wherein ball bearings 105 are provided; reduced ducts 1G6 extending from the pockets 10% intothe seat ures-2 and 3 of the drawings.

16; the diameter-or cross sectional area of the ducts 106 being smaller than the diameter' of the ball bearings 105, so that the latter act as check valves for seating into the ducts 106, to norm-ally close off the flow of lubricant. into the seat 16. It is'to be noted that when so disposed a small segmental portion of the balls 105 project into the passageway defined-by the tapered seat 16, asshown in Figure 3. Inasmuch as the check valves 105 are provided in the plane 'of the various ports 27 of the rotary valve,

it can readily be understood that said check valves 105 will close off the respective ducts 106 when the ports 27 are directly confronting the valves or balls 105, as shown in Fi This prevents the lubricant from filling the ports 27 and possibly running into the intake or exhaust ports. The-projection of the balls 105 enables the rotary valve to lift the balls or valves 105 during rotation, to cause an intermittent dropping of lubricant against the rotary valve E, for the purpose of effectively lubn'cating the same, without excess.

It will be readily understood that thelubricant will be heated, and rendered less viscid after it has been thrown by the impeller into the cooling coil H. The purpose of the cooling coil H is'of course to cool the lubricant and return it to the crank shaft bearings in an efficient relation. This cooling coil H has the convolutions thereof in a single plane,-and such convolutions have a framework to clamp the same in place. It is to be noted that the silent chain is contained within a housing 110, which may form part of the engine housing, if desired, or which may be detachable. At this housi-ng 110, or to the front'of the'engine housing there is provided a plate or block hub 115,

' detachably bolted at 117 to the engine housing or drive chain cover 110, as shown in Figures 2 and 8 of the drawings; this plate 115, having 'convolutedf or spiral grooves 120 therein to receive the inner convolutions of the cooling coil H in a snug fitting relation thereon. Radial arms 121 may be I ner faces of which may begrooved'at126,

shown in Figure 8 of the drawings, for. re-

' 'ceiving the convolutions of the coil H.

These bars 125 are oppositely disposed on the coal from the arms 121, and detachably clamped to the latter bybolts or screws 130,

; .in place.

L is directly in front of the coil H, and the as shown in Figures 2, 7 and f the drawrugs. Thus the coil convolutions are held Tlusisnnportant, since the fan slip stream of. cooling air is directed by the fan L directly on the coil H, for the purpose of coolingthe lubricant flowing there-' during rotation. r

ports 20, 20 and20. The direction of 'rotation of the valve E is asv shown, in the .75 drawings the position of parts therein designates the relation of the valve parts at the end of the compression stroke, just before the firing stroke in the rear end cylinder of the engine. InFigure 4 the. port 27 is designated in its position for the adjacent cylinder of the engine during the intake stroke. In Figure 5 taken through the next cylinder, the port 27 is shown inposition during the startof the exhaust stroke, just after the power stroke has been completed. The sectional view of Figure 6 shows the front end cylinder of the engine just after completion of the exhaust and beginning of the intake stroke, and the cooperative relation of the rotary valve port 27 with respect to the ports 23, 23 and 23 cooperating therewith; The cycle of operation will be apparent from the foregoing.

Various changes in the shape, size, and arrangement of parts may be made to the form of invention herein shown and described, without departing from the spirit of the invention or the scope of the claims.

I claim:

1. In an internal combustion engine the combination of a housing having cylinder chambers therein with port means thereto, a rotary valve for the cylinder chambers including port means for cooperative association with the first mentioned port means for controlling intake and exhaust with respect to the-cylinder chambers, means for rotating the rotary valve, and means for lubricating the rotary Valve in its seat including lubrieating ducts leading to the rotary valve,

and normally closed check valve means-associatedwiththe rotary valve in a cooperative relation to be opened during operation of the rotary valve.

2. In an internal combustion engine a housing having a valve seat therein and a port tothe valve'seat, a ball check valve seated in'the port to partially project in a movable relation into said seat,'and a rotary 1 valve operable in said seat having a port which will permit the ballvalve to close saidport when the portffaces said ball valve, the valve being adapted to liftthe ball valve 3. In an internal combustion engine the combination of a'housing provided with a cylinder and intake and exhaust ports and a valveseat associated therewith, a rotary valve operable in the 'valvesea't having a-port for operative registration with the cylinder and intake and exhaust ports, a lubricating conduit having an inlet to the rotary valve seat in the plane of the valveport, and a ball check valve gravity operated to close the in let with respect to said seat, the inlet being of a size to permit only a segmental portion of the ball to project into the path of rotation of the rotary valve to be unseated thereby, except when the port faces said ball valve.

4. In an internal combustion engine. a

housing havinga cylinder chamber with intake and exhaust ports therefor and a valve seat, a rotary valve operating in the valve seat having a port for cooperative registra tion with the cylinder chamber and intake and exhaust ports, the rotary valve being hollow, means for feeding lubricant from within the valve to the exterior surfaces thereof at a location beyond the said port,

and means for feeding lubricant to the 'exterior surfaces of the valve from exteriorly of the valve onto the outer circumference of the valve in the plane of said port.

5. In an internal combustion engine a housing having cylinders and a valve seat registering therewith, a rotary valve in said valve seat, the housing and rotary valve having ports means for controlling intake and exhaust with respect to said cylinders, said rotary valve being hollow, means for pass ing lubricant in one end of the rotary valve, and impeller 'means operatively connected with the rotary valve directly at the opposite end thereof for withdrawing and directing lubricant therefrom.

PETER THOMSON. 

